Selective travel draft gear



B. E. PETERSON 2,825,472

SELECTIVE TRAVEL DRAFT GEAR March 4, 1958 8 Sheets-Sheet 1 Filed Nov. 5.1955 INVENTOR.

Ii l 14M MM WJ, fi zm w/ W March 4, 1958 B. E. PETERSON 2,325,472

SELECTIVE TRAVEL DRAFT GEAR Filed Nov. 3, 1955 8 Sheets-Sheet 2 IN VENTOR.

fimm 6? WW BY W s W W March 4, 1958 B. E.. PETERSON 2,825,472

' SELECTIVE TRAVEL. DRAFT GEAR Filed Nov. 3, 1955 8 Sheets-Sheet 3 IN VEN TOR.

A B E 4 N 7 B. E. PETERSON 2,825,472

SELECTIVE TRAVEL DRAFT GEAR March 4, 1958 8 Sheets-Sheet 4 Filed Nov. 3,1955 INVENTOR.

Mardi 1958 B. E. PETERSON ,825,

SELECTIVE TRAVEL DRAFT GEAR 8 Sheets-Sheet 5 Filed Nov. 3, 1955 IINVENTOR.

Marnh 4, 1958 PETERSON 2,825,472

SELECTIVE TRAVEL DRAFT GEAR 8 Sheets-Sheet 6 Filed Nov. 5. 1955 March 4,1958 B. E. PETERSON 2,825,472

SELECTIVE TRAVEL DRAFT GEAR 8 Sheets-Sheet 7 Filed NOV. 3, 1955INVENTOR. Wm

March 4, 1958 B. E. PETERSON 2,825,472

SELECTIVE TRAVEL DRAFT GEAR Filed Nov. 3, 1955 8 Sheets-Sheet 8 FREEFALL (INCHES) T u P CLOSURE (mm-ass) 4 ig-1f IN V EN TOR.

Un ed m iimm 2,325,472 SELECTIVE TRAVEL BRA-FT GEAR Bertil E. Peterson,Chicago, 111., assi'gn'or to Cardwell Westinghouse Company, acorporation of Delaware Application November 3, 1955, Serial No. 544,782

9 Claims. (Cl. 2133-22) This invention relates to a shock absorber forrailway freight cars and more particularly to a selective travel typedraft gear.

The principal object of the invention is to provide a draft gear; thatis adapted for use in a standard A. A. R. draft pocket and offersincreased travel and capacity in buff; that is adapted for use withstandard draft gear attachments; that includes energy absorption meansfor reducing loading impacts, particularly those associated with buffloads, and dampening recoil effects; and that may beforeshortened forfacilitating insertion in the draft gear pocket.

Generally speaking this is accomplished by locating separate cushioningunits within the draft pocket on opposite sides of a transverse Wallthat forms a portion of a novel yoke that is movable within the draftpocket. The yoke is keyed to a conventional coupler for applying draftto the front cushioning unit and supports the front cushioning unit forabutment with the coupler shank for applying buff to both cushioningunits in series.

The transverse yoke wall carries a friction wedge bar that is movabletherewith and that extends rearwardly thereof for sliding frictionalengagement with friction shoes that are housed within suitable pocketsformed in a rear follower. The shoes are yieldably urged into contactwith the wedge bar so that movement of the yoke relative to the rearfollower develops frictional energy dissipation. In addition the draftgear may be foreshortcned and held against expansion by keying the wedgebar against movement relative to the rear follower.

Other objects and advantages of the invention will be apparent duringthe course of the following description.

In the accompanying drawings forming a part of this specification and inwhich like numerals are employed to designate like parts throughout thesame;

Fig. l is a horizontal section through familiar parts of a freight carshowing the draft gear applied;

Fig. 2 is a vertical section of the same;

Fig. 3 is a horizontal section showing the relations of the relativeparts in buff;

Fig. 4 is a horizontal section through familiar parts of a freight carand showing another embodiment of the draft gear applied;

Fig. 5 is a vertical section of the same;

Fig. 6 is a horizontal section showing the relations ofthe relativeparts in bud;

Figs. 7, 8, and 9 are cross-sectional views taken on the lines 7-7, 8-8,and 9-9, respectively, of Fig. 4;

Fig. 10 is a perspective view of the yoke employed with a draft gear inaccordance with the second embodiment;

Patented Mar. 4, 1958 Figs. '11 and 12 are perspective views of thefront and rear followers, respectively;

Fig. 13 is a perspective view of the wedge bar and shearpin; V I p tFig. 14 is a side view illustrating the manner in which the shear (pinmounted in the wedge bar cooperates with the rear follower andtemporarily holds the draft gear compressed for handling, shipping, andinstalling;

Fig.15 is a capacity curve for the rubber-friction gear of Figs. 4 to14, in-accordance with the standard A. A. R. capacity or drop test, andindicates the high capacity and controlled recoil of the gear; and

Fig; 1 6 is a fragmentary cross-sectional view corresponding generallyto that of Fig. 9, but is taken through a modifiedrea'r'follower thatoffers varied energy absorpti'O'h "characteristics. 7

Referring now to the drawings and particularly to Figs. 1 to 3, asimplified form of draft gear constructed in accordance with theconcepts of the invention is designated generally'at 2t and'is shownapplied in a draft gear pocket of standard size in accordance with therequirements of the Association of American Railroads for cars used ininterchange. The gear is 'sh't'iw'n' in the familiar surroundings ofcenter 'sillszl, front and rear draft lugs 22 and 2 3, respectively,coupler butt or shank 24 slotted as at 25 to receive a horizontal draftkey 26 and having a coupler horn 27 spaced forw'ardl'y of a strikingplate 28 to allow inward travel of the coupler shank, coupler carrieriron 29 and draft gear carrier irons 30. These parts are so familiarthat no specific description is deemed necessary.

without modifying the standard draft gearattachmentsand associatedportions of the car frame. The gear consists of a novel yoke generallyindicated at 32 that is movable not only during the application of draftloads but also while bud loads are applied, front and rear cushioningunits generally indicated at 33 and 34, fesp'ectively, and engaging theopposite faces of a rear tr'ansver'se wall 35 of the yoke 32, and frontand rear follower members 36 and 37, respectively. H V

The were is shown, for ilhist'rative purposes only, as being of thevertical-plane, horizontal key type and has its side arms 38 integrallyconnected to the rear transverse wall as by" top ana barium wallportions designat d 39 and 40. respectively. The yoke', which ispreferably of cast steel. is open at its forward face and the couplershank 24 applies buff loads to the draftg'e'ar by direct engagement withthe from follower 36. It may be seen that the yoke with the from stops22 and V I 36 definesa chamber for the front cushioning unit 33 and withthe rear steps 23 and rear follower defines a separate chamber for therear cushioning unit 34.

The front follower 36 is provided with forwardly otfand rearwardmovements, and as best seen in Figs. 1 and 3, the yoke is constructedand arranged t6 acc'oinniodate" front follower 3. r T such.movementswithoutcreating any j'co'nflicfwitlr the adjacentportions ofthe frontstops.

The cushioning units 33 and 34 may be of any selected frh'e frontfollower 136 Shaw's in perspective in Fig. 1 1.

may also be identicalwith the follower-of the previous embodiment andalso includes, a forwardly offset portion.

' 142 that spaces the coupler horn an increased distance set 42 .of the'front follower 36 forcing that follower against the front cushioningunit 33 which in turn transmus the bulf forces through the transversewall 35 of the yoke to the rear cushioning unit 34 which-reacts againstthe'rear follower 37 that is in abutting engagement with thereardraftlugs 23; Since the yoke is movable, bothgcushioning unitswillyield, to provide a relatively long and smooth high energy cushioningaction for a the buff loads; iThe movement of the yoke during buffoccurs due to forces which are transmitted from the coupler butt through'the front cushioning unit. to the rear transverse ,wall 35 of theyoke'and no butf loads are applied by the key 26 to the side arms 38 ofthe yoke..

-It-'should'be apparent from Figs. 1 and 2. that when draft loads areapplied, thegear functions in the conventional manner in thatdraftforces are transmitted from the coupler shank 24 tothe yokeS2-through the draft key 26. Forward movement of the yoke compresses thefront cushioningunitonly and allows the rear cushioning unit to expandand take up any slack. Thus draft' forces cause the transverse wall 35,of the yoke to'move forwardly and compress the front cushioning unit 33against e the frontfollower 36 which in turn abuts against th f ontdraft gear lugs 22..

' Thus the front cushioning unit acts to cushionboth buffand draft loadswhereas the rear cushioning unit is active only in .the case of buffloads. The overall ar-' rangement of the parts is simple and compact andentirely eliminates the necessity of thestandard type yoke while at thesame time being considerably less expensive to man-v ufacture thancomparable selective travel type ,draft gears.

' Another embodiment-ofa selective travel draft gear is 7 shown in Figs.4 to 14 and in this case is of the rubberfrict on type which not onlyaffords highercapacity both in buff anddraft but also reduces impactefiects because of its'energy, absorption characteristics and moreirnporw tantlylimits recoil effects and of the gear l 7 Therubber-friction gear of this invention is adapted for applicationfin astandard. draft pocket and cooperates withstandard 'draft' gearattachments'and the freight car dampens multiple vibrations frame insubstantially the same manner as the gear of Figs l to 3. For ease ofdescription the corresponding parts of the 'cfar'frame arenumberedidentically.

The rubber-friction. gear also consists of 'a, novel yoke.

' 132 that. is movable notonly during the'applicationfof draft loads butalso while'butfloads'a re applied, front and rear cushioning unitsgenerally indicated at 133 and 134;

respectively, and engaging the opposite faces of a rearv transverse wall,135'of the yoke132, front and rear fol- 'lower members '136 and 137,respectivelyriand an energy absorbing friction system .101L- a a Theyoke asr shown in perspective in Fig. 10 is again illustrated" as beingof the vertical-plane horizontal key torn wall portions designated 139;and 140, respectively, which extend forwardly. from the rear transversewall 135.' Structurallythe yoke maybe identical withrthe -60. r. Y H Yunit 134 and rear follower with'its friction system already from thestriking plate and permits the desired overtravel in bulf. 7

The rear follower 137, as bestseen inFigs. 4,. 9, and

12, consists of front and rear plates designated 104 and 105,respectively, that are spaced apart by suitable horizontal reinforcingribs 106 and vertical reinforcing ribs 107 which are constructed andarranged to define laterally spaced apart opposedfriction shoe pockets108 and 109. The plates 104and 105 are centrally apertured as indi catedat 110. and 111 to receive an elongated wedge bar 112 which is providedwith a' shouldered head113 that mounts in countersunk fashion J withinthe shouldered aperture 102 provided in the rear transverse wall 135 andwhich is" formed with a' rearwardly tapering portion-1'14 thattelescopes within the apertured' rear follower and extends completelytherethrough as indicated'inFig'iA. Each of the friction shoe pocketscontains a springpack 116 that reacts against the vertical rib 107' andapplies, 7

pressure to a pair of identically shaped wedgelike shoes 117 that arearranged in overlapping relationship within the pocket. Manufacturingadvantages are gained from the factthat the vertical-ribs 107 arearranged'to'run parallel with the adjacent surface of the taperedwedgejbar since this. permits all of thewedge shoes to be shapedidentically. 'i

In Figs. 4 and-9the spring pack 116is shown in the.

form ofrubber bar elements secured on opposite sides of a perforatedplate, and the arrangement of the pocket,

spring'packand'shoes is such that when the draft-gear a in itsnormalrelease position which is the position in which the gearis shown inFigs. 4 and 5, the spring units will' be precompressed an amountsufiicient to insure that. V V

they will operate along the relatively straight line portion of theirlead deflection curve.

The cushioning units 133 and134 again may be of any selected typebut arehere 'shownin Figs. 4, 7,-and8fas.

the rubber spring type and are composed-10f a plurality of perforatedplates 1 43 and rubber bars 144 on each side of the plates 143 andspacer plates 145 interposed between the cushioningielements. .Itfwillbe'noted that the front cushioning ufnit is of a smaller. cross-sectionthan the rear cushioning unit, as is necessary. to provide clearance forthe .topandb'ottomwalls 139'and'140of the yoke. 4 a

In theca'se of the ruhber frictiondraft gear an'extra spacer orbackinglplate 145isprovided adjacent the;for-- ward face of thetransverse Wall'135, and aswill become more'clear. presently, thisadditional plate performs "the important function of uniformlydistributing the trans;

mitted Q buff loads so that the yoke 132iand wedge 'bar move rearwardlyin unison. Furthermore, the rear cushaccommodatingthe wedge bar 112. V

In assembling the gear, the wedge "bar 112 is passed through thetransverse wall'135 of the yo ke' so' .thatthe shouldered head'113 nestswithin the shouldered aperture 102 formed in the transverse wall. Therearcushioning in place therein is telescoped over thewedge bar 112'anda type and has itsside arms 138merging with top and hotyoke employed iconnection with the-embodiment of 'Figs. 1 to 3;,however, foraccommodating the energy ab:

sorbing system 101, t-he' yoke is. provided with ashouldered aperture.102, that extends completely through its .rear transverse wall 135...,1 a

the parts are precompress'ed to'a degree'sufiicient to causea'vertical-bore 118 formed adjacent the rear e'nd'of'the wedge bar toclear the rear wall of the rear-follower. l The retaining pin 119 may.then be inserted in rhe -pore; I 118 to hold the parts in compres sedrelationandrthisiis gbest shownin Figs. 4 and .14; This arrangementgreatly facilitates handling, shipping, and insta llingthed'raft gear.

.It should be apparentthat aftersufiiciently compressing therear'cushioning unit, the front) cushioning unit will have adequatemounting clearance and may be easily inserted at the time ofinstallation of the gear'in a draft pocket. 7 M me ioning unit isarranged with a longitudinal bore146 for a is installed; the loadwillpermit the pm 119 to fall through the bore 118 and release the gear.

When buff loads are applied as indicated by the arrow B in Fig. 6, thecoupler butt 24 forces the front follower 136 inwardly to compress bothcushioning units as explained in the case of the previous embodiment.This action again results in part from the fact that the entire yokemoves rearwardly and in the present instance this movement of the yokerelative to the rear follower 137 brings into play the energy absorbingsystem composed of the wedge bar 112 and cooperating friction shoes 117urged into engagement therewith by the spring packs 116. The portion ofthe buff load which is not absorbed by the front cushioning unit istransmitted by the backing or spacer plate 145 adjacent the yoke walland urges both the yoke and the wedge bar rearwardly. Thus there isrelative sliding movement between the wedge bar 112 and the frictionshoes, and due to the lateral pressures existing therebetween, aregulated amount of energy is dissipated frictionally.

Furthermore, due to the tapered arrangement of the wedge bar, thefriction forces increase in the case of the larger buff loads whichnecessarily produce a greater buff travel. The energy absorbed by thefriction system effects important reductions in the impacts that areactually transmitted to the car but even more importantly the frictionsystem is operative during both inward andoutward movement of the wedgebar so that the energy of recoil resulting from severe buif loads isalso dissipated frictionally.

In the case of draft loads only the front cushioning unit will becompressed, but the forward movement of the yoke wall, throughshouldered engagement, carries the wedge bar forwardly and once againresults in relative movement between the wedge bar and wedge shoes sothat the gear also dissipates a portion of the energy of the draft load.In this case, however, the friction forces are somewhat reduced withrespect to the forces associated with buff loads. Even in the case ofdraft the energy of recoil is dissipated frictionally.

In one form of the rubber-friction draft gear, the arrangement gives upto 3 inches travel in buff and 1% inches travel in draftin all a totalof 5 /2 inches which is in acordance with the standards of theAssociation of American Railroads. The pressures acting on the faces ofthe wedge shoes in full buff are 4600 pounds, in full draft 1500 pounds,and in neutral position 2400 pounds. This gear offers the relativelyhigh capacity of approximately 50,000 foot pounds in buff and 17,000foot pounds in draft with controlled recoil, and this also comparesfavorably with the requirement of the Association of American Railroadsthat a draft gear be capable of withstanding 18,000 foot pounds in buff.

A typical capacity curve for the gear is shown in Fig. 5.

This curve is based on the standard A. A. R. capacity or.

drop test and the cross hatched area 120 between the closure curve 121and recoil curve 122 represents the amount of energy absorption.Furthermore, the recoil curve indicates only a 22 /2 percent recoil sothat when the buff loads are removed from the gear, it almostimmediately returns to its neutral position with but a minimum ofundesired vibrations. I

As to the details of construction, the yoke is preferably made of caststeel; the spacer plate adjacent the yoke wall is preferably a A: inchsteel plate. The friction shoes and wedge bar may be of mild steel orhardened steel and the rubber elements in the spring packs and in thecushioning units should be of approximately 72 durometer hardness.

The spring packs which urge the shoes into frictional engagement withthe wedge bar may take other forms in accordance with the desired energydissipation characteristics. One such obvious modification involves theuse of a coil spring in lieu of the rubber spring units and if desiredthe spring pockets 108 and 109 could be en- 6 larged by appropriatelymodifying the rear follower i131 in order to accommodate springs ofdesired capacity.

Another possible modification is shown in the fragmentary view of Fig.16 wherein the rear follower is modified to accommodate a hydraulicsystem for loading the friction shoes. In this arrangement the frictionpockets 108 and 109 are cylindrical in form and constitute cylinders forthe reception of a pair of opposed main pistons 124. The pistons 124 arehollowed as at 125 and these chambers 125 communicate at their outerends with the cylinders 108 and 109 through restricted ports 126arranged in an annular ring in the piston wall. The chambers 12S receivea secondary piston 127 and a return spring 128. The secondary pistonslides back and forth in the chamber 125 while a suitable O-ring 131prevents undesired leakage.

The cylinders are filled with a suitable fiuid 127 and a bias spring 128and are sealed at their outer ends by suitable plates 129 that areaffixed to the follower 1'37. Leakage at the inner ends of the cylindersis prevented 'by suitable O-rings 130 provided on the piston 124.

When loads are applied to a gear having this hydraulic system forloading the friction shoes, movement of the wedge bar 112 in therearward direction is resisted by friction between the shoes 117 and thewedge bar and this is dependent upon the functioning of the hydraulicsystem. If the loads are sharply applied large pressures are developedsince the inward movement of the main piston is completed in a shorttime and by this time the volume of hydraulic fluid displaced by suchmovement must pass through the restricted ports 126 and into thehollowed chamber. Less suddenly applied loads, though of comparablemagnitude, develop lower friction shoe pressures.

The pressures developed by any particular load may, of course, beregulated by varying the size of the ports and/ or the viscosity of thehydraulic liquid.

it should be understood that this specific description of the inventionis for the purpose of complying with Section 112 of Title 35 of the U.S. Code, and that the appended claims should be construed as broadly asthe prior art will permit.

I claim:

1. In a railway car, the combination with a draft pocket having spacedstops therein; of a pair of cushioning units lying in line within thepocket with their remote ends reacting between said stops when in theirrelease position, front and rear follower members between the remoteends of said units and the stops, a yoke having a transverse rear wallmounted in said pocket for movement in either longitudinal directionfrom its release position, said rear wall lying between and in contactwith the adjacent ends of the units and having an open front end, acoupler having a shank attached to the yoke for applying draft to thefront one of said cushioning units through said yoke and movable throughthe open front end of rear one of said cushioning units into cooperatingen-' gagement with said second friction means whereby relative movementbetween said yoke and said rear follower causes relative movementbetween said first and second friction means to develop a frictionaldissipation of energy.

2. In a railway car, the combination with a draft pocket having spacedstops therein; of front and rear cushioning units lying in line withinthe pocket with their remote ends reacting between said stops when intheir release position, front and rear follower members between theremote ends of said units and'th'e stops, a

yoke having a transverse pocket for, movement in either longitudinal:directlon means and develops -a r i ie r iq fih ebflweenrear wallmounted in said from its release position, 'said;rear wall lying betweenthe adjacent ends of, said cushioning units, s aid yoke including, aconnection means extending forwardly from said rear wall,-a wedge bar inthrust engagement with a 7 comprising ,a yoke having ,a transverse "rearWall and,

saidyoke and movable therewith said wedge bar extending rearwardly fromsaid transverse wall through said rear cushioning unit and said rearfollower member, said ivedgebar havingopposed friction surfacesconverging toward said rear follower member, transversely spacedfriction, shoes carried by said rear 'followerand yieldably engaging thefriction surfaces of said wedge bar,

and a coupler having a shank in lost-motion connection withsaidconnectionmeans ,of the yoke, said-shank being inthrust relationwith the front one of said cushioning units-for applying buff forces tosaid rear unit through said front unit, said lost motion connectionaccommodating rearward'movement of said coupler shank relative to saidyoke. V t

'3. In a railway car, the combination with a draft pocket having spacedstops therein; of front' and rear cushioning units lying in line' Withinthe pocket, front,

and rear follower members between the remote ends of said units and thestops, a movable yoke having a transverse wall lying between theadjacent ends of the cash ioning units, a shouldered wedge barcountersunk in said transverse wall and extending rearwardly throughfriction surfaces converging toward'said rear follower member, a backingplate between the front cushioning unit and the transverse wall formoving said yoke andwedge bar rearwardly in unison, friction shoescarried by said rear follower: and yieldably engaging the fl'iC': tionsurfaces of said wedge bar, and a coupler having a shank in lost motionconnection to the yoke for applying draft to said front cushioning unitthrough said yoke and positioned abutting engagement with said frontcushioning unit to apply buff directly thereto whereby both ,of saidunits operate in buff and only said front unit operates in draft. V r 7V t 4. In a railway car, the combination with a draft pocket havingspacedtstops therein; of a pair of cushioning units lying in line withinthe pocket with their remote tends reacting between said stops'when intheir release position, front and rear follower members hetweenttheremote ends of said units and the steps, a

yoke having a transverse wall mounted insaid pocketfor movement ineither longitudinal direction from its releaseposition, said rear walllying between and in contact with the adjacent ends of the units, acoupler having a shank attached to the yoke, and energy dissipatingmeans comprising first friction means mounted in said yoke and movabletherewith and second friction saidtransverse wall, said rear cushioningunit, and said,

rear follower member, said Wedge bar having opposed, 3

a 1.8 i 6. Ina railway car'of the H carrying spaced front and rear lugsdefimng a draft pocket and having, a coupler movable' into' and out 'ofsaid pocketin response; tobnfi-and draft jloads-"respeev tively;.adraftfgear for mounting in saidv'pocket and transversely spaced armsextending forwardly'from staid, wall for lost-motion connection to saidcoupler, 831d arms being spaced apart on opposite sides of'said cou-.pler to define therebetween a central opening greaterin crosssection'than saidcoupler to allowvmovementxof, said coupler through saidyoke arms towards said, rear t wall; said yoke being mounted in saidpocket for movement in either longitudinal direction from'its releaseposition, front and rear cushioning units in line OHHOP'," posite sidesof said transverse 'wall with the adjacent ends of said units reactingagainst said wall and with the, remote ends of said unit sreacting'between; said lugs,

when said gear is in its release position, ajrear follower between saidrear cushioning unit and said rearqlugs cushioning unit into engagementbetween said shoes. r

7. In a railway car of the type having a center ,sill carrying spacedfront and rear lugs defining a, draft pocket and' having a couplermovable into :and out of said pocket inresponse to buff and draft loadsrespectively;

a'draft gear for mounting in said pocket and comprising a yoke having atransverse r'ear wall and transversely; spaced arms extending forwardlyfrom said wallfor lostmotion connection to said'coupler, said arms beingspaced apart on opposite sides offsaid coupler to define therebetween acentral opening greater in cross section than 7 said coupler to allowmovement of said coupler through said yoke arms towards said, rear wall,said'yoke being 7 mountedin said pocket for movement-in eithertlongi-:

tudinal' direction from its release position, front and rear cushioningunits in' line on opposite sides of said transverse wall with theadjacent ends of saidunitsre-j 'acting against said wall and with theremote ends of means carried by said rear follower, at least one of saidfriction meanstextending through the rear one of said cushioning unitsinto cooperating engagement with the other friction means wherebyrelative movement between,

said yoke and said rear follower causes relative'mo'vethem between saidfirst and second'friction means to develop a frictional'dissipation ofenergy.

'5. The arrangement of claim 4 wherein onerof said' frictionmeanscomprises a wedge bar'having opposed friction surfaces convergingtowards the other of said I friction means, said other friction meanscomprising friction shoes-yieldably urged into contact with'saidfriction surfaces whereby relative inward movement'of said yoke and saidrear follower causes relative inward movement between said first andsecond friction means to develop oprogressively increasing energydissipation'and relative outward movement of said yoke and saidrearrfollo'wer causescorresponding outward movement of said frictionprogressively decreasing energy said units'reacting between saidilugswhen said gear is in its release position, a rear followerbetween saidlrearv cushioning unit and said rear lugs, friction shoes mounted in saidfollower in transversely spaced relationship and yieldably urged towardseach other, ;a friction bar thrust engagement with said 'yoke andmovable ,therewith, said bar extending'rearwardly from saidtransversewall through said rear cushioning unit and into said 7 rear followerinto engagement between said-shoes.

8. In a railway car of the type having a centerlsill; carrying spacedfront and rear lugs-defining a draft a pocket and having a couplermovable into andout of said pocket in response to buff and draft loadsrespe'ctively; a'draft gear for mounting in said pocket and comprising ayoke having a transverse rear wall and loop- ,shape'd'armsextendingforwardly in" transversely spaced relation from opposite edges of'saidwall to form a pair of transversely spaced apart rearwardly facing 'co-'1 operating abutment surfaces, said rear wall having' a centralraperturebounded by forwardly facing internal shoulders, a shouldered wedge barcountersunk in said rear wall in, abuting engagement with said 'internahshoulders and extending rearwardly therethrough, a front] cushioningunit reacting between said rear wall and said' cooperating abutmentsurfaces, a rear cushioning unit telescoped over said rearwardlyextending wedge bar with its forward end reacting against said rearwalLa'rear follower telescoped over said rearwardly extending wedge barto bear against the rear end of said rear cushioning unit, transverselyspaced friction'shoes carried by said' rear follower and yieldably urgedinto engagementwith I'said wedge bar, said 'wedgebar having a slotadjacent type having; a center i its rear end and said cushioning unitbeing compressible to expose said slot behind the rear follower, and akeying element in said slot and overlying said rear follower to hold thegear together with said rear cushioning unit under compression.

9. A movable yoke comprising a transverse rear wall providing forwardlyand rearwardly facing spring seat surfaces and loop-shaped armsextending forwardly in transversely spaced relation from opposite edgesof said wall to form a pair of rearwardly facing cooperating abutmentsurfaces, each of said arms having a portion extending forwardly of saidabtument surfaces having mating longitudinal slots.

References Cited in the file of this patent UNITED STATES PATENTS RitterOct. 1, 1901 Kinne Oct. 29, 1935 Munro et a1. July 16, 1940 Hobson Oct.1, 1940 Haseltine Oct. 19, 1948 Willison et al Jan. 2, 1953 Wolfe July14, 1953 U. 5-, DEPARTMENT OF COMMERCE PATENT OFFICE CERTIFICATE OFCORRECTION Patent No. 2,825,472 March 4, 1958 Bertil E. Peterson ifiedthat error appears in the printed specification It is hereby certrrec-tion and that the said Letters of the above numbered patentrequiring 00 Patent should read as corrected below. 4

Column 9, line 6, beginning with "9a A movable yoke" strike out all toand including longitudinal slots in line 13, comprising claim 9; in theheading to the printed specification, line 6, for "9 Claims," readSigned and sealed this 20th day of May 1958,

Attest:

KARL AXLINE ROBERT c. WATSON Comissioner of Patents Attesting Officer

